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For a specific elevator group, the arrival rate describes the density of arriving passengers in an observed
time period. In contrast, the handling capacity is the number of passengers transported in an observed
time period. As long as the elevator group is able to transport all the arriving passengers without building
up waiting queues, the arrival rate and the handling capacity are equal.
Example: Consider an elevator group which serves floors with a population of 1000 people. By
observation, there are 600 passengers transported within 30 minutes, therefore:
waiting time: time from when the passenger registers a landing call (or joins a queue) until the
door of the serving elevator begins to open on the boarding floor (zero if the door is not closed
when the passenger arrives)
destination time: time from when the passenger registers a landing call (or joins a queue) until the
door of the serving elevator begins to open on the destination floor
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For a number of served passengers in an observed period of time, the average waiting time WT and the
average destination time DT are defined in the usual way as mean values of the passengers' individual
waiting time and destination time, respectively.
For a number of served passengers in an observed period of time, the average number of intermediate
stops IS is defined in the usual way as mean value of the passengers' individual number of intermediate
stops.
In simulation methods, a real passenger flow is being replaced by a virtual one, which was created with the
help of a random generator and loaded into the same control algorithm as used in a real elevator
controller. Thus the results can be measured under different traffic conditions and reflect the expected
reality to a very large extent.
In contrast, calculation methods are based on formulas which only cover a very limited range of traffic
situations (usually, only up-peak traffic). The formulas reflect theoretical assumptions rather than a realistic
behavior of elevator groups, and results are usually too optimistic. Therefore, calculation results should not
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Schindler Traffic Analysis Reports are based on simulations in order that the reported results are the most
reliable and realistic achievable.
In a complex building, a single traffic assumption is not sufficient. E.g., it is not sufficient to apply a traffic
pattern measured in some other existing building for the design of a new building. In particular, the limits of
the handling capacity of the elevators cannot be found by such "spot light" examinations.
Predictions about the range of handling capacity of an elevator group can only be made by actually
simulating a wide range of traffic situations. A benchmark method applies a reference traffic situation from
low to very high traffic intensity; by this, the limits of the elevators' handling capacity can be detected.
Schindler uses a benchmark method which gives a neutral system assessment.
Schindler Traffic Analysis Reports are based on different traffic situations (see Section 2) tested by
benchmark methods. This ensures that the traffic analysis covers a full range of applications and reports
reliable and comparable performance predictions.